System Fifty Five X Autopilot Pilot`s Operating Handbook

Transcription

System Fifty Five X
Autopilot
Pilot’s Operating
Handbook
SYS FIFTY FIVE X POH
List of Effective Pages
* Asterisk indicates pages changed, added, or deleted by
revision.
Record of Revisions
Retain this record in front of handbook. Upon receipt of a
revision, insert changes and complete table below.
Edition Number
st
1 Edition
nd
2 Edition
2nd Ed: May 31, 2002
Publication Date
Insertion Date/Initials
November 8, 2000
May 31, 2002
i
Page Intentionally Blank
ii
2nd Ed: May 31, 2002
TABLE OF CONTENTS
Section
Page
Editons.....................................................................................................................i
Table of Contents..................................................................................................iii
List of Figures.......................................................................................................v
1.0
Introduction.........................................................................................................1-3
2.0
System Fifty Five X Block Diagram................................................................2-3
3.0
Autopilot Overview............................................................................................3-3
4.0
Procedures.........................................................................................................4-3
4.1
4.2
Pre-flight Procedures..........................................................................4-3
4.1.1
Autopilot Self Test...................................................................4-3
4.1.2
Pre-flight Test...........................................................................4-4
4.1.3
Manual Electric Trim Test......................................................4-6
Normal Operating Procedures..........................................................4-7
4.2.1
Heading Mode.........................................................................4-7
4.2.2
NAV Intercept and Tracking...................................................4-7
4.2.2.1 Pilot Selectable Intercept Angles (DG or HSI)...................4-9
4.2.3
Approach (APR) Mode Switch..............................................4-10
4.2.4
GPS Steering (GPSS) Mode................................................4-10
4.2.5
GPSS Operating Procedures..............................................4-11
4.2.5.1 Pilot Selectable Intercept Angles (GPSS) Mode..............4-11
4.2.6
Standard GPS Approach......................................................4-12
4.2.7
GPS Steering (GPSS) Approach........................................4-13
4.2.8
Reverse (REV) Mode.............................................................4-13
4.2.9
Vertical Speed (VS)...............................................................4-13
4.2.10 Altitude (ALT)............................................................................4-14
4.2.11 Control Wheel Steering (CWS)..........................................4-15
4.2.12 Pitch Trim Indicator...............................................................4-16
4.2.13 Autotrim..................................................................................4-16
2nd Ed: May 31, 2002
iii
TABLE OF CONTENTS (Cont'd)
Section
4.3
Page
Approach Procedures.........................................................................4-19
4.3.1
Procedure Turn Localizer Approach (Standard DG)......4-19
4.3.2
Straight-In Localizer Intercept & Tracking
4.3.3
Pilot Selectable Intercept Angles (Standard DG)...........4-22
4.3.4
Procedure Turn Localizer Approach (Optional HSI)......4-22
4.3.5
Localizer Intercept & Tracking (Optional HSI).................4-25
4.3.6
Pilot Selectable Intercept Angles (Optional HSI).............4-27
4.3.7
Glide-slope Intercept & Tracking.......................................4-27
4.3.8
4.3.9
Manual Arm / Automatic Capture........................................4-30
Procedure Turn Localizer Back-Course Approach
(Optional HSI)........................................................................4-31
(Standard DG)........................................................................4-21
4.3.10 Localizer Back Course Intercept and Tracking
(Optional HSI).......................................................................4-34
4.4
System Failure and Caution Annunciations..................................4-37
4.5
Autopilot Disconnect...........................................................................4-38
4.6
Yaw Damper (If Installed)...................................................................4-38
4.6.1
4.6.2
4.6.3
4.7
Yaw Damper Controls.........................................................4-38
Yaw Damper Preflight Procedures...................................4-39
Yaw Damper Inflight Procedures.......................................4-39
Single-Cue Flight Director Operation (Optional)..........................4-40
5.0
System Fifty Five X Specifications................................................................5-3
6.0
Glossary..............................................................................................................6-3
iv
2nd Ed: May 31, 2002
LIST OF FIGURES
FIGURE
Page
4.3.3.1
4.3.4.1
Procedure Turn Localizer Approach & Track
(Standard DG)......................................................................................4-20
Procedure Turn Localizer Approach & Tracking (Opt HSI)............4-24
4.3.5.1
Straight-In Localizer Approach & Tracking (Opt HSI)....................4-26
4.3.7.1
Glide-slope Intercept & Track.............................................................4-28
4.3.7.2
Procedure Turn for Glide-slope Approach......................................4-29
4.3.9.1
Back-Course Procedure Turn (HSI).................................................4-33
4.3.9.2
Back-Course Straight-In Approach (Opt HSI).................................4-36
2nd Ed: May 31, 2002
v
vi
2nd Ed: May 31, 2002
SECTION 1
INTRODUCTION
2nd Ed: May 31, 2002
1-1
1-2
2nd Ed: May 31, 2002
1.0
Introduction
The primary purpose of the System Fifty Five X Pilot Operating Handbook
(POH) is to provide pilots with step-by-step functional Preflight and InFlight Operating Procedures for the installed system.
This System Fifty Five X Pilot's Operating Handbook, part number 87109,
dated 31 May 2002 or later, must be carried in the aircraft and be made
available to the pilot while in flight.
NOTICE
The information in this manual must be used in conjuction
with the FAA approved Airplane Flight Manual Supplement
(AFMS), Pilot Operating Handbook Supplement (POHS), or
Supplemental Flight Manual (SFM). Refer to the specific AFMS,
POHS, or SFM for your aircraft's specific information and
emergency operating procedures.
If the autopilot is to be used during Instrument Flight Rules
(IFR) operations, we recommend that you develop a thorough
understanding of the autopilot system, its functions and
characteristics in Visual Meteorological Conditions (VMC).
Accomplish this before undertaking an IFR flight.
2nd Ed: May 31, 2002
1-3
1-4
2nd Ed: May 31, 2002
SECTION 2
BLOCK DIAGRAM
1st Ed: May 31, 2002
2-1
2-2
1st Ed:May 31, 2002
2.0
Block Diagram
SYSTE M FIFTY FIV E X BLOC K DIA GR A M
R EMO TE A NN U NC IATO R
(O PTIO N A L)
D
S
F LIG H T D IR ECTO R
(O PTIO N A L)
A UTO PILO T D ISCO NN EC T/
T RIM IN TER RU PT SW IT C H
A/P DIS C
T RIM INT R PT
B
L
CW S
A LT ITU D E SELEC TO R/A LER TER
(O PTIO N A L)
C O NT R O L W H EEL
ST EERIN G SW IT CH
H SI
(O PTIO N A L)
SA -200 A LTIT UD E PR E-S ELEC T
(O PTIO N A L)
A BSO LU TE PR ESSU RE
T RA NSD U C ER
F IFT Y F IV E X
HDG
R
D
Y
N AV
C
W
S
APR
F G
A
P
I
S
L
S
R E V T R IM
A LT G S V S
INC R
D EC R
VS x 100
SYST EM FIFT Y FIVE X
PR O G R A MM ER / C O MP UT ER
A /P M A ST ER
SW IT CH
T UR N CO O RD IN ATO R
TRIM
ON FAIL
* T RIM
M O N ITO R
SW IT CH
R O LL SERVO
PITC H SERV O
T RIM
T RIM SER VO
(O PTIO N A L)
T RIM CO M MA N D
SW IT CH
YAW D A MPER
(O PTIO N A L)
YAW SE RVO
(O PTIO N A L)
* N O T AVA ILA BL E O N A L L A IR CR A FT
Fig. 2-1. System Fifty Five X Block Diagram
1st Ed: May 31, 2002
2-3
2-4
1st Ed:May 31, 2002
SECTION 3
AUTOPILOT OVERVIEW
2nd Ed: May 31, 2002
3-1
3-2
2nd Ed: May 31, 2002
3.0 Autopilot Overview
3.1 System Fifty Five X Autopilot Overview
The System Fifty Five X is a rate autopilot that controls the roll and pitch axes
of the aircraft. The autopilot's main function is to convert pilot commands to
logic signals for the roll and pitch computers. As the pilot enters the desired
mode by pressing the appropriate mode selector switch, the computer
acknowledges the mode, causing the appropriate annunciator to illuminate.
The Roll Computer receives select input signals from the Directional Gyro
(DG) or Horizontal Situation Indicator (HSI), Very High Frequency Omnidirectional Radio (VOR), Localizer (LOC) or Global Positioning System (GPS),
Deviation Indicators, and the Turn Coordinator. It then computes roll servo
commands for stabilization, turns, navigation intercepts, and tracking.
Sensing for trim annunciation or automatic elevator trim is provided by the
pitch servo. Drive for the elevator trim servo is provided by the pitch computer.
2nd Ed: May 31, 2002
3-3
3-4
2nd Ed: May 31, 2002
SECTION 4
PROCEDURES
2nd Ed: May 31, 2002
4-1
4-2
2nd Ed: May 31, 2002
4.0
Procedures
4.1
Pre-Flight Procedures
4.1.1 Autopilot Self-Test
NOTE: The System Fifty Five X incorporates a SELF-TEST
that requires a 100% pass rate before the autopilot
can be engaged. To perform the test, aircraft DC
electrical power must be supplied to the autopilot.
1. Autopilot Master switch..........................................................Set to FD / AP
—Observe that all segments of the Programmer / Computer display
and annunciators illuminate for 5 seconds during test.
—Satisfactory completion of the SELF-TEST is indicated when the Ready
(RDY) annunciator remains on at the end of the 5-second self-test.
—Should a fault be detected, the FAIL annunciator will remain on at the
conclusion of the self-test and the autopilot will not operate.
NOTE: If the autopilot detects the Turn Coordinator rotor speed as
low or not turning, the display will remain blank and the
autopilot will remain inoperable. In cold weather, the Turn
Coordinator may take longer to attain proper operating speed
due to temperature sensitivity. If either condition occurs,
consult your dealer before use of the autopilot is attempted.
2nd Ed: May 31, 2002
4-3
4.1.2 Pre-flight Test
1.
Trim Master (ON / OFF) Switch....................................................................ON
2.
HDG and VS switches......................................................PRESS / RELEASE
—Ensure that HDG and VS illuminates on the Fifty Five X annunciator.
3.
Control Wheel Steering (CWS) switch...........................PRESS / RELEASE
—Verify that CWS and VS are highlighted on the annunciator.
4.
CWS switch...............................................................................PRESS / HOLD
—Verify that the autopilot servos have dis-engaged and the controls
are free.
5.
CWS switch.................................................................................. RELEASE
—Servos should re-engage.
6.
VS Knob........................................................................................ROTATE CW
—Pitch control should move slowly out (pilot may have to assist a
heavy yoke).
7.
VS Knob......................................................................................ROTATE CCW
—Pitch control should move slowly in.
8.
A/P DISC Trim Interrupt Switch (on control yoke)..............................PRESS
—Verify the autopilot disconnects.
9.
HDG Mode...........................................................................................ENGAGE
10. DG or HSI HDG bug.................................................................MOVE LT / RT
—Roll control should follow the HDG bug.
11. Altitude Hold (ALT) button......................................................................PUSH
—Slowly pull out (nose up) on the pitch control. Autotrim should run
nose down with TRIM flashing on the remote annunciator and the
autopilot computer / programmer after approximately 3 seconds.
—Slowly move pitch control foward (nose down). After 3 seconds,
autotrim should move nose up with TRIM flashing on the remote
annunciator and the autopilot computer / programmer after
approximately 3 seconds.
4-4
2nd Ed: May 31, 2002
12. Trim Master (ON / OFF) Switch.................................................................OFF
NOTE: If HSI equipped, center the course arrow under the lubber
line and push the NAV button. Move the course arrow on
the HSI left then right. Roll control should follow the
course arrow. Channel a valid VOR signal and move
course arrow just enough to deflect the left / right needle
1 or 2 dots. Roll control should follow the Course
Deviation Indicator (CDI) left / right needle during the
test. (This test is only valid if the left / right needle is
centered with the course arrow under the lubber line).
NOTE: If DG equipped, center the HDG bug under the lubber
line. Channel a valid VOR signal. Move the OBS to cause
left / right CDI needle deflection. The roll control should
follow the left / right needle movement.
13. REV Mode button.....................................................................................PUSH
—Roll control should respond opposite to the course arrow and
CDI left / right needle inputs.
14. Autopilot Master Switch (If FD Equipped)...............................SELECT FD
—Note the roll, pitch and trim servos are disengaged. The steering
bar should be in view on the attitude indicator.
15. HDG Mode...........................................................................................ENGAGE
—MOVE HDG bug 45 degrees left. The roll steering bar should slowly
indicate a left steering command. Repeat the same test for the
right side.
16. VS Mode.............................................................................................ENGAGE
—SELECT 1500 FPM rate of climb. Note the pitch steering bar moves
slowly up. Repeat the same test for the down direction.
17. Autopilot Master Switch......................................................SELECT FD / AP
—The servos should re-engage.
18. Trim Master (ON / OFF) Switch....................................................................ON
19. Manual Electric Trim Command Switch.....................MOVE FWD or AFT
—The autopilot should disconnect.
NOTE: The Manual Electric Trim Command Switch will disconnect
the autopilot only if there is a Pitch Mode engaged.
2nd Ed: May 31, 2002
4-5
4.1.3 Manual Electric Trim Test
1. Trim Master (ON / OFF) switch..................................................................ON
—Move each segment of the Manual Electric Trim Command Switch
FWD and AFT. Trim should not run.
—Move both segments of the Trim Command switch FWD. Trim should
run nose down.
—Move both segments of the Trim Command switch AFT. Trim should
run nose up.
—Re-trim aircraft for takeoff and check controls for freedom of
movement. Be sure the autopilot and trim servos are dis-engaged.
NOTE: If the aircraft is equipped with Optional Yaw Damper,
reference the Yaw Damper Section of this POH for the
Pre-flight check.
NOTE: If either the Manual Electric Trim or Auto-trim fails any
portion of the Pre-flight Test, move the Trim Master
Switch to OFF.
DO NOT USE THE ELECTRIC TRIM UNTIL THE FAULT
IS CORRECTED.
With the Trim Master switch OFF, the Autopilot Trim
Indicators and Audio Warning are activated. If the electric
trim fails, or has an in-flight power failure, the system
automatically reverts to an out-of-trim annunciation and
audio warning.
SHOULD THIS OCCUR, MOVE THE TRIM MASTER
SWITCH TO OFF, AND REVERT TO MANUAL
AIRCRAFT TRIM UNTIL THE FAULT IS CORRECTED.
4-6
2nd Ed: May 31, 2002
4.2
Normal Operating Procedures
4.2.1 Heading Mode
Set the heading bug on the DG or HSI to the desired heading, and press
the HDG button. The HDG annunciator will illuminate. New headings can
be selected simply by repositioning the heading bug.
NOTE: When operating in the HDG Mode, the system is not
coupled to any navigation aid. It merely flies the heading
bug. It will be necessary to monitor navigation instruments
for course deviation due to wind drift and wind correction
angles.
4.2.2 NAV Intercept and Tracking
If your aircraft is equipped with an HSI, your S-TEC autopilot will receive
both left / right deviation and course information. With an HSI, the heading
bug is not used during tracking. To intercept and track a VOR or GPS
course, select the desired course with the HSI Course Pointer and engage
the NAV Mode.
If your aircraft is equipped with a DG, the HDG bug must be set to the
desired course before engaging NAV Mode. The HDG bug provides course
information when using the NAV Modes.
If the course needle is at full-scale deviaton, the autopilot will establish a
45! intercept angle. As the aircraft approaches the selected course, the
autopilot senses the closure rate and gradually shallows the intercept
angle. The point at which this turn begins is variable, depending on the
aircraft position and closure rate to the course. However, the turn will
always begin between 100% (full-scale) needle deflection and 20% of
full-scale.
2nd Ed: May 31, 2002
4-7
During the intercept sequence, the system operates in maxium gain and
sensitivity to needle position and motion and can command the aircraft
at 90% of the standard rate turn. When the selected course is intercepted,
and the needle is centered, indicating course capture, initiation of the
tracking gain program is automatic.
If the aircraft is equipped with an
optional remote annunciator, the
gain level will be indicated. NAV
and CAP (Capture) Modes will be
annunciated.
The high sensitivity level (CAP) is maintained for about 15 seconds while
the wind correction angle is established. After 15 seconds, the maximum
turn rate is then reduced to 45% of the standard rate turn (CAP, SOFT).
The optional remote annunciator
will indicate NAV, CAP, and SOFT.
Approximately 60 seconds later, the turn rate maximum is reduced to
15%standard rate and the lowest level of sensitivity is acheived (SOFT).
At this point, the optional remote
annunciator will indicate NAV and
SOFT. The CAP annunciator will
extinguish.
If the course pointer, on an HSI or HDG bug on a DG, is within 5! of center
and needle deflection is less than 10%, the computer will immediately
establish this lowest sensitivity when NAV is selected.
This condition provides low activity levels during station passage when
VOR signals are erratic. In other words, it ignores short-term needle
excursions.
The system includes a course deviation monitor. If the aircraft strays off
course or LOC centerline by 50% needle deflection, the NAV annunciator
flashes a warning. It flashes at station passage because of short-term
needle excursion, and because the NAV signal is inadequate. It also
flashes when the NAV flag is displayed. When this occurs, the FAIL
annunciator will illuminate.
4-8
2nd Ed: May 31, 2002
When operating in the NAV / SOFT Mode and a needle deflection of 50%
or more is experienced for 1.5 minutes, the gain program will switch to
NAV/CAP/SOFT, increasing sensitivity and authority to reestablish the
aircraft on course.
When a course change of 10 ! or more is required at an enroute VOR,
select the new course using the course pointer (if HSI equipped or HDG
bug if DG equipped). The autopilot will acknowledge the changes and
automatically adjust for intercept.
4.2.2.1 Pilot Selectable Intercept Angles (DG or HSI)
The pilot may select an angle of intercept less than the standard 45!.
Simply place the heading bug to the desired heading to be used for the
course intercept and push both HDG and NAV switches simultaneously.
Both HDG and NAV will be annunciated.
The selected heading will now be flown until the autopilot computes that
an on course turn must be made to minimize overshoot at the point of
intercept. At the time the on course turn begins, the HDG annunciator will
extinguish. If using a DG, it is imperative that the pilot set the HDG bug to
the selected course at this time.
NOTE: Intercept angles greater than 45! usually result in some
course overshoot depending on the distance of the
aircraft from the station and aircraft speed. Therefore,
angles greater than 45! are not recommended.
2nd Ed: May 31, 2002
4-9
4.2.3
Approach (APR) Mode Switch
The APR Mode provides increased sensitivity for VOR or GPS approaches.
The pilot may also select this mode if increased sensitivity is desired for
enroute NAV tracking. To engage this mode press the APR switch on the
Programmer / Computer. NAV and APR will be displayed on the
annunciator.
If the aircraft is equipped with a
remote annunciator NAV, APR, CAP,
and SOFT will be displayed.
4.2.4
GPS Steering (GPSS) Mode
NOTE: The Autopilot is equipped with a GPS Steering (GPSS)
Mode that can be used for normal GPS course tracking
or for GPS approach. In GPSS Mode, the heading bug
and / or course arrow position has no effect on the
autopilot and may be preset for the missed approach
heading, etc..., as desired.
NOTE: When operating in the GPSS Mode and properly coupled
to the GPS receiver, the autopilot will automatically steer
the aircraft around the GPS approach without further
heading or course inputs required by the pilot.
NOTE: The autopilot will track only those segments of the
approach contained in the GPS Navigator database.
Procedure turns and holding patterns are not usually
contained in the data base.
4-10
2nd Ed: May 31, 2002
4.2.5
GPSS Operating Procedures
1. To enter the GPSS Mode, push the NAV button twice.
2. The autopilot will accept steering commands from the GPS unit and
will fly the lateral segments of the approach without any further input
from the pilot.
3. When in the GPSS Mode, NAV and GPSS will be annunciated.
4. To delete the GPSS function, push the NAV button again or select HDG
or CWS Mode.
NOTE: Turns while in GPSS Mode can exceed the standard
rate by 20 to 30%.
4.2.5.1 Pilot Selectable Intercept Angles (GPSS Mode)
The autopilot may also be programmed for Pilot Selectable Intercept Angles
while using the GPSS Mode. Simply, push and hold the HDG button, then
push the NAV button twice. HDG, NAV, and GPSS will be displayed on the
annunciator.
As the aircraft nears the on-course turn point, the HDG annunciator will
extinguish.
2nd Ed: May 31, 2002
4-11
NOTE: Some Fifty Five X Autopilot installations inhibit the use
of the GPSS mode when the NAV source selector switch
on the GPS navigator is in the VOR / LOC position or
the external NAV selector switch (as appropriate) is in
NAV position. To determine how your system operates
conduct the following pre-flight test:
1. Provide power to the autopilot.
2. Observe a ready (RDY) indication on the annunciator.
3. Select VOR / LOC on the GPS navigator or select the NAV Mode on the
external NAV selector switch (as appropriate). Channel an invalid VOR
frequency.
4. Press the autopilot NAV button twice. If flashing NAV and steady FAIL is
annunciated, the system is inhibited from entering the GPSS Mode
with the NAV source selector switch in the VOR / LOC or NAV position.
If flashing NAV, GPSS, and steady FAIL is annunciated, the system is
not inhibited from entering the GPSS Mode anytime the NAV button is
pressed twice. The following CAUTION will apply to those systems.
CAUTION
With the autopilot in the GPSS Mode, NAV and GPSS will be
annunciated. In this mode, guidance is received directly from
the GPS Navigator regardless of what is displayed on the
NAV indicators (HSI, CDI...). If the GPS Navigator has a valid
flight plan active and the autopilot is in the GPSS Mode, the
autopilot will follow that flight plan. If no flight plan is active,
the autopilot will annunciate a flashing GPSS and FAIL will
be steady. The aircraft will continue straight, wings level .
NOTE: For all autopilot navigation operations not utilizing GPSS,
ensure that GPSS is NOT annunciated.
4.2.6 Standard GPS Approach
NOTE: The autopilot is capable of conducting non-precision
GPS approaches when coupled to a valid GPS signal.
These are conducted in the same manner as a VOR
Approach.
1. When the autopilot is interfaced with an HSI or DG it is capable of
intercepting and tracking a valid GPS course.
2. Place the Course Pointer on the HSI or HDG bug on the DG on the
indicated bearing to the waypoint.
4-12
2nd Ed: May 31, 2002
3. Select the APR Mode. The autopilot will intercept and track the GPS
signal.
4. If desired, the pilot can use the pilot selectable intercept angle procedure
as described on preceeding pages. (Ref. 4.2.5.1 Pilot Selectable
Intercept Angles).
5. For procedure turns, the pilot must select the HDG Mode and fly the
aircraft through the procedure turn with the heading bug.
6. Once established on the INBOUND course to the Final Approach Fix
(FAF), select the APR Mode.
4.2.7. GPS Steering (GPSS) Approach
NOTE: When operating in the GPSS Mode, the autopilot
requires no further inputs from the HSI or DG (i.e.
heading or course changes) as the approach
progresses.
1. Program the desired approach into the GPS Navigator.
2. Press the autopilot NAV button twice to access the GPSS Mode. Verify
that GPSS is displayed on the autopilot annunciator panel.
3. Verify the aircraft begins a turn toward the Initial Approach Fix (IAF) or
that segment of the approach that transitions to the selected approach.
4. Monitor the autopilot as it moves around the approach using vertical
speed and altitude hold to fly the vertical elements of the approach.
5. Select HDG to accomplish a procedure turn.
6. Engage the GPSS again to complete the approach.
4.2.8 Reverse (REV) Mode
The Reverse Mode provides roll commands for intercept and tracking the
localizer back course inbound or localizer front course outbound.
4.2.9 Vertical Speed (VS)
To engage vertical speed, the autopilot roll axis must be engaged.
Selecting HDG Mode or any roll mode will satisfy this requirement.
With any roll mode engaged, the pilot may select VS Mode by pressing
the VS Mode select switch. The autopilot will synchronize with the aircraft's
vertical speed at the time the mode is selected and the corresponding
vertical speed will be indicated in the Programmer / Computer display.
Vertical speed may now be modified in 100 ft. increments by rotating the
VS knob clockwise or counter-clockwise.
2nd Ed: May 31, 2002
4-13
The + (positive) symbol annunciation indicates a veritcal speed climb
selection. Clockwise rotation of the VS knob increases the rate of climb
and counter-clockwise rotation decreases the rate of climb to 0. The
- (negative) symbol annuncation indicates a vertical speed descent
selection. Counter-clockwise rotation of the VS knob increases the rate
of descent and clockwise rotation decreases the rate of descent to 0.
Maximum selectable VS limits are #1600 feet-per-minute (FPM) in most
aircraft (see the AFMS for your installation).
NOTE: If the VS Mode annunciator flashes while in the VS
Mode, this is an indication of excessive error between
actual vertical speed compared to selected vertical
speed (usually in a climb) and the pilot should adjust
aircraft power or reduce the vertical speed command
as appropriate.
4.2.10 Altitude (ALT)
The Altitude Mode, ALT, may be engaged with any roll mode displayed by
pressing the ALT Mode switch. The aircraft will maintain the pressure
altitude present at the time of the ALT Mode selection.
Altitude Correction for enroute barometic pressure changes may be made
while in ALT Mode by rotation of the VS knob. Each "click" will change the
altitude by 20 ft. The maximum altitude correction is #360 ft. Corrections
in excess of #360 ft. will require selecting the VS Mode and climbing or
descending to the new altitude and re-engaging ALT Mode.
4-14
2nd Ed: May 31, 2002
4.2.11 Control Wheel Steering
The System Fifty Five X Autopilot is equipped with a Control Wheel steering
(CWS) Mode of operation that is entered by use of the CWS switch located
on the control wheel. In order to use the mode, both a roll and pitch axis
mode must be engaged.
Use of the CWS Mode allows the pilot to manually maneuver the aircraft
without disconnecting the autopilot. Examples of its use include
maneuvering to avoid traffic, placing the aircraft in a specific bank or
climbing or descending without having to disconnect the autopilot.
Depress and hold the Control Wheel Steering Switch located on the
aircraft's control wheel. The CWS and VS Modes will annunciate.
Maneuver the aircraft as desired.
NOTE: Aircraft vertical speed (times 100) will be displayed in
the Programmer / Computer Annunciator window
directly above the VS selector knob.
Example: + 6 equals 600 Feet Per Minute (FPM) rate of climb.
If desiring a specfic attitude, press CWS switch. Allow the aircraft to
stabilize in the desired attitude for 2 to 3 seconds, release the Control
Wheel Steering switch and the autopilot roll and pitch servos will engage
and synchronize with the aircraft's turn rate and vertical speed.
NOTE: If the aircraft roll angle is greater than a standard rate
turn when the CWS switch is released, the bank angle
will be reduced to produce 90% of a standard rate turn
as a maximum.
From the CWS Mode, the pilot may select other modes such as HDG,
NAV, ALT, or may modify the present vertical speed using the VS knob.
The pilot may re-enter the CWS Mode at any time by simply depressing
the CWS switch on the control wheel, positioning the aircraft in the desired
roll and pitch attitude and releasing the CWS switch.
NOTE: When in the CWS Mode, the autopilot is not referencing
any specific heading or attitude but is simply
maintaining the approximate aircraft attitude that
existed upon release of the CWS switch.
2nd Ed: May 31, 2002
4-15
4.2.12 Pitch Trim Indicator
If automatic trim has failed or is turned off, a sensor in the System Fifty
Five X Autopilot pitch servo detects out-of-trim elevator loads. When such
forces exceed a preset level and time delay, TRIM will annunciate on the
Programmer / Computer with either the up or down symbol annunciated
to indicate the direction elevator trim is required. In addition, an audible
warning tone will sound 5 for seconds (this is same audible beeping
tone emitted when the autopilot is disconnected but at a slower rate).
The annunciation will be steady for about 5 seconds, then flash until
proper trim conditions have been met. The pilot will be required to
manually trim the aircraft until the trim indicator is extinguished.
NOTE: If trim is annunciated and the pilot disengages the
autopilot, there will be residual out of trim force at the
control wheel. Be alert if the autopilot is disengaged
while TRIM is annunciated.
4.2.13 Autotrim
With the autotrim functioning normally, the aircraft elevator trim will be
maintained automatically when the Trim Master switch is on and a pitch
mode is activated.
When the elevator trim is in motion, TRIM and the up or down symbol will
annunciate indicating trim in motion and the direction of travel. Should
the trim continue to run in excess of 7 seconds, these annunciations will
flash.
If the trim master switch is OFF or a failure has occurred in the Autotrim,
the system will automatically revert to "Pitch Trim Indicator" mode of
operation.
NOTE: Using the trim switch on the control wheel while the
pitch axis of the autopilot is engaged, disconnects
the autopilot.
The pilot is also provided with Manual Electric Trim when the autopilot
is disengaged or if only a roll axis mode has been engaged.
4-16
2nd Ed: May 31, 2002
To use Manual Electric Trim, simply move the trim switch located on
the aircraft's control wheel in the desired direction of trim. FWD for nose
down or AFT for nose up. TRIM will be annunciated and will flash while
the trim is in motion.
NOTE: The S-TEC trim system is designed to accept any type
of single failure (mechanical or electrical) without
uncontrolled operation resulting. To ensure that no
hidden failures have occurred, conduct a trim pre-flight
check prior to every flight.
2nd Ed: May 31, 2002
4-17
4-18
2nd Ed: May 31, 2002
4.3
Approach Procedures
4.3.1
Procedure Turn Localizer Approach (Standard DG)
Select the appropriate localizer frequency. Set the heading bug to the
OUTBOUND localizer course and engage the REV Mode to track the localizer
front course outbound or back course inbound.
When a localizer is channeled and REV Mode is selected, the System
Fifty Five X will automatically execute high sensitivity gain for the approach
and APR and REV will be annunciated.
45! intercept angle. As the aircraft approaches the localizer course, the
autopilot senses the closure rate and gradually shallows the intercept
angle. The point that this turn begins is variable depending on the aircraft
position and closure rate to the course. However, the turn will always
begin between 100% (full-scale) needle deflection and 20% of full-scale.
During the intercept sequence, the system operates in maximum gain and
sensitivity to needle position and motion and can command the aircraft
at 90% of the standard rate turn. When the localizer course is intercepted
and the needle is centered (indicating course capture), initiation of the
If the aircraft is equipped with the
APR, REV, and CAP Modes will be
annunciated.
The high sensitivity level is maintained for about 15 seconds while wind
correction angle is established. Turn rate maximum is then reduced to
45% of standard rate.
will indicate APR, REV, CAP, and
SOFT.
2nd Ed: May 31, 2002
4-19
If the heading bug is within 5! of center and needle deflection is less
than10%, the computer will immediately establish this sensitivity level
when REV is selected.
Set the heading bug to the outbound procedure turn heading and select
heading mode. At the appropriate time, in 90! increments, set the heading
bug to the INBOUND procedure turn heading. Once established on the
INBOUND procedure turn heading, follow the localizer intercept and tracking
procedures for standard DG noted below.
4.3.3.1 Procedure Turn Localizer Approach and Tracking with Standard D.G.
1. a. Tune navigation radio to LOC frequency.
b. Set heading bug to published outbound LOC heading.
c. Push REV Mode switch.
2. a. Set heading bug to outbound procedure turn heading.
b. Press HDG Mode switch.
3. a. In 90! increments, set heading bug to inbound procedure turn
heading.
4. a. Set heading bug to inbound LOC heading.
b. Press NAV Mode switch. Autopilot will intercept and capture localizer
course and track inbound to the airport.
4-20
2nd Ed: May 31, 2002
4.3.2
Straight-In Localizer Intercept and Tracking (Standard DG)
With the appropriate localizer frequency selected, set the heading bug to
the INBOUND localizer course and engage the NAV mode to track the
localizer front course inbound or back course outbound.
When a localizer is channeled and NAV Mode is selected, the System
Fifty Five X will automatically execute high sensitivity gain for the approach
and activate the APR Mode. NAV and APR will be annunciated.
If the course needle is at full-scale deviation, the autopilot will establish
a 45! intercept angle. As the aircraft approaches the localizer course, the
autopilot senses the closure rate, and gradually shallows the intercept
angle. The point at which this turn begins is variable, depending on the
always begin between 100% (full-scale) needle deflection and 20% of
full-scale.
During the intercept sequence, the system operates in maximum gain
and sensitivity to needle position and motion and can command the
aircraft at 90% of the standard rate turn. When the localizer course is
intercepted, and the needle is centered (indicating course capture),
initiation of the tracking gain program is automatic.
NAV, APR, and CAP modes will be
annunciated.
45%of standard rate.
If the heading bug is within 5! of center and needle deflection is less
than 10%, the computer will immediately establish this sensitivity level
when NAV is selected.
The system also includes a course deviation monitor. If the aircraft strays
off LOC centerline by 50% needle deflection, the NAV annunciator flashes
a warning. It also flashes when the OBS NAV flag is displayed. When that
occurs, the FAIL annunciation will illuminate.
2nd Ed: May 31, 2002
4-21
4.3.3
Pilot Selectable Intercept Angles (Standard DG)
Place the heading bug on the DG to the desired heading used for the
course intercept and simultaneously push both HDG and NAV switches.
HDG, NAV, and APR will be displayed on the autopilot annunciator.
intercept. At the time the on-course turn begins, the HDG Mode will
extinguish and you must move the heading bug to match the localizer
course.
NOTE: Intercept angles greater than 45! usually result in
some course overshoot, depending on the distance
from the station and aircraft speed. Therefore, angles
greater than 45! are not recommended.
4.3.4
Procedure Turn Localizer Approach (Optional HSI)
Select the appropriate localizer frequency. Set the course pointer to the
INBOUND localizer course and engage the Reverse (REV) Mode to track
the localizer front course outbound or back course inbound.
When a localizer is channeled and REV Mode is selected, the system will
automatically execute high sensitivity gain for the approach and APR and
REV will be displayed on the autopilot annunciator.
a 45! intercept angle. As the localizer course is approached, the autopilot
senses the closure rate and gradually shallows the intercept angle. The
inbound turning point is variable, depending on aircraft position and
closure rate to the course. However, the turn will always begin between
100% (full-scale) needle deflection and 20% of full-scale.
4-22
2nd Ed: May 31, 2002
During the intercept sequence, the system operates at maximum gain
aircraft at 90% of the standard rate turn. When the localizer course is
intercepted and the needle is centered (indicating course capture),
If the aircraft is equipped with an
APR, REV, and CAP modes will be
annunciated.
will indicate APR, REV, CAP and
SOFT.
If the course selector is within 5! of center and needle deflection is less
Set the heading bug to the outbound procedure turn heading and
select heading mode. At the appropriate time, in 90! increments, set the
heading bug to the inbound procedure turn heading. Once established
on the inbound procedure turn heading, follow the straight-in localizer
approach and tracking procedures for the optional HSI.
2nd Ed: May 31, 2002
4-23
4.3.4.1 Procedure Turn Localizer Approach and Tracking with Optional HSI
b. Set published inbound LOC course heading with course pointer.
c. Push REV Mode switch.
2. a. Set heading bug to published outbound procedure turn
heading.
b. Press HDG Mode switch.
3. a. In 90! increments, set heading bug to inbound procedure turn
heading.
b. When established on inbound procedure turn heading, press NAV
Mode switch.
4. a. Once established in NAV Mode, set heading bug to the published
missed approach heading. (If a missed approach is declared, at
the Middle Marker (MM), disconnect the autopilot and stabilize the
aircraft for the missed approach before engaging HDG and VS
Modes).
4-24
2nd Ed: May 31, 2002
4.3.5
Straight-In Localizer Intercept and Tracking (Optional HSI)
With the appropriate localizer frequency selected, set the course selector
to the INBOUND localizer course and engage the NAV Mode to track the
localizer front course inbound or back course outbound.
When a localizer is channeled and NAV Mode is selected, the system will
automatically execute high sensitivity gain for the approach and activate
the APR Mode with NAV and APR being annunciated.
45! intercept angle. As the aircraft approaches the localizer course, the
autopilot senses the closure rate, and gradually shallows the intercept
angle. The point that this turn begins is variable depending on the aircraft
position and closure rate to the course. However, the turn will always
begin between 100% (full-scale) needle deflection and 20% of full-scale.
aircraft at 90% of the standard rate turn. When the localizer is intercepted
and the needle is centered (indicating course capture), initiation of the
optional remote annunciator the
annunciated.
will indicate NAV, APR, CAP, and
SOFT.
2nd Ed: May 31, 2002
4-25
If the course selector is within 5 ! of center and needle deflection is
less than 10%, the computer will immediately establish this sensitivity
level when NAV is selected.
Since the heading bug is not used for the final approach segment, the
pilot may elect to move the heading bug to the published missed
approach heading for reference and use in the heading mode should
a missed approach be necessary.
The system also includes a course deviation monitor. If the aircraft
strays off LOC centerline by 50% needle deflection, the NAV annunciator
flashes a warning. It also flashes when the HSI NAV flag is displayed.
When this occurs, the FAIL anunciation will illuminate.
4.3.5.1
Straight-In Localizer Intercept and Tracking (Optional HSI)
b. Set course pointer to published inbound LOC course heading.
c. Press NAV Mode switch.
2. a. Once NAV Mode is established, heading bug can be set to
published missed approach heading.
b. At the Middle Marker, if a missed approach is declared, disconnect
the autopilot and stabilize the aircraft for the missed approach
before engaging HDG and VS Modes.
4.3.6
Pilot Selectable Intercept Angles (Optional HSI)
Place the heading bug on the desired heading to be used for thecourse
intercept and simultaneously push the HDG and NAV switches. HDG,
NAV, and APR will be displayed on the autopilot annunciator.
4-26
2nd Ed: May 31, 2002
intercept. At the time the on course turn begins, the HDG Mode will
extinguish.
from the station and aircraft speed. Therefore, angles
greater than 45! are not recommend.
4.3.7
Glide-slope Intercept and Tracking (Software Version 4 and
below)
To arm the automatic glide-slope (GS) capture function, the following
conditions must be met:
a.
b.
c.
d.
NAV receiver must be tuned to the appropriate frequency.
Glide-slope signal must be valid - no flag.
Autopilot must be in NAV / APR / ALT Modes.
Aircraft must be 60% or more below GS centerline during the approach
to the intercept point, and within 50% needle deviation of the localizer
centerline at the point of intercept - usually the Outer Maker.
Glide-slope arming will occur when the above conditions have existed
for 10 seconds. Illumination of the GS annunciator will occur, indicating
arming has been accomplished. The ALT annunciator remains on.
Glide-slope capture is indicated by extinguishing of the ALT
annunciation.
2nd Ed: May 31, 2002
4-27
NOTE: If vectored to intercept the localizer too close to the glideslope intercept point (resulting in less than 60% GS
needle deviation when on course), the system will not
automatically arm the glide-slope. Manual arming must
be followed. (See page 4-30).
NOTE: If the 55X computer is of software version 5 and above
(as evidenced by the number 5 in the right side of the
display, when first powered up) the glideslope will arm
when the CDI is from 20% to 100% up deflection for 1
second. The glideslope will capture immediately if the
CDI is within a window of 20% up needle to 10% down
needle when the altitude hold button is pressed and
all the other required conditions are met.
4.3.7.1
Glide-slope Intercept and Track
Flying the Glide-slope
When making an ILS approach, be sure to follow the published procedure for the
approach you have been cleared to make. (Ref. 4.3.2 Localizer Intercept and
Tracking.)
Approach the glide-slope intercept point with the aircraft stabilized in the A l t i t u d e
Hold (ALT) Mode. If the aircraft requires approach flaps, lower the flaps to the
proper position. (Refer to FAA / AFM supplement for flap use limitations.)
At glide-slope intercept, lower the landing gear (if applicable) and adjust power
for the desired descent speed and published rate of descent. For best tracking
results, make power adjustments in small, smooth increments to maintain
the desired rate of descent and airspeed.
At the Missed Approach Point (MAP), Decision Height (DH), or the autopilot's minimum
operating altitude (whichever is higher), disengage the autopilot to execute a
manual landing or a Go-Around maneuver. If a Missed Approach is declared,
the autopilot can be re-engaged after a stabilized climb has been established.
4-28
2nd Ed: May 31, 2002
4.3.7.2
Procedure Turn for Glide-slope Approach
1. a. Tune navigation radio to ILS frequency.
b. Follow the procedure(s) for LOC Approach Intercept and Tracking
in this manual.
2. a. If a procedure turn is required, enter the procedure turn above the
published altitude.
b. Upon entering the inbound procedure turn sequence, press the
VS Mode switch.
c. Rotate the VS SELECTOR knob to establish the desired rate of
descent to reach approach altitude at completion of the procedure
turn.
d. Upon reaching approach altitude, press the ALT Mode switch.
e. When the NAV Mode switch is pressed, and if the aircraft is below
the glide-slope, the APR and GS annunciations will illuminate
along with the ALT annunciation.
f. Upon capture of the glide-slope, the ALT annunciation will
extinguish. (Ref. 4.3.7 Glide-slope Intercept and Track).
3. a. If a circling or straight-in approach to the ILS course is established,
descend to approach altitude well in advance of reaching the
Outer Marker.
b. Upon reaching approach altitude, press the ALT Mode switch.
c. Upon capture of LOC course, NAV, APR, ALT, and GS will illuminate
if all conditions for glide-slope operation are met (Ref. Glideslope Operation). This signifies automatic arming of the glideslope function.
d. Upon glide-slope capture, the ALT annunciation will extinguish,
signifying GS capture.
NOTE: If the final approach flown locates the aircraft above
the glide-slope prior to reaching the Outer Marker,
follow the procedure outlined in the text on Manual
Arming of the glide-slope.
2nd Ed: May 31, 2002
4-29
4.3.8
Manual Arm / Automatic Capture
If approach vectoring locates the aircraft above or too near the glideslope
centerline at the intercept point (usually the outer marker), it becomes necessary
to execute manual arming of the glideslope. This is done by pressing the
ALT switch once (if operating in the altitude hold mode) pressing the ALT
switch twice (if operating in the VS Mode). Once capture is achieved, the
GS annunciation will illuminate and the ALT annunciation will extinguish.
The system includes a glide-slope deviation monitor. If the aircraft strays
off glide-slope centerline by 50% needle deflection, the GS annunciator
flashes a warning. It also flashes when the GS flag is displayed. When
this occurs, the FAIL annunciation will illuminate.
NOTE: If it becomes necessary to establish a holding pattern
at the Outer Marker, automatic glide-slope arming can
be disabled by pressing the APR switch a second
time while in the NAV / APR Mode. The GS annunciator
will flash and ALT will annunciate.
The GS annunciator will flash, and
the ALT and DSBL annunciators will
illuminate on the optional remote
annunciator to indicate the GS Mode
is disabled.
To re-establish GS arming, press the APR Mode switch again. The disable
(DSBL) annunciator will extinguish, the GS annunciator will cease to flash
and remain steady. Re-arming will occur when all other required conditions
stated have been met.
4-30
2nd Ed: May 31, 2002
CAUTION
If the aircraft is not equipped with the optional remote
annunciator, the only indication that the glide-slope function
has been disabled is the flashing GS annunciator on the
autopilot programmer.
To fly the holding pattern, if inbound to the Outer Marker, press the APR
switch twice to disable the glide-slope arming. When the Outer Marker
or holding fix is reached, press the HDG switch and rotate the heading
bug in the direction of the turn. It is best to select the reciprocal course
in increments of 90! , rather than the full 180! .
When the outbound leg is completed, again rotate the HDG bug in the
direction of the turn, in 90! increments, to re-establish the inbound
course, and press the APR switch twice when localizer needle deflection
is near 50% of full scale. If on this inbound leg you wish to rearm the
glide-slope, press the APR switch once.
4.3.9
Procedure Turn Localizer Back-Course Approach (Optional HSI)
Select the appropriate localizer frequency. Set the course selector to the
INBOUND Localizer FRONT Course and engage the NAV Mode to track
the localizer back course outbound or front course inbound. When a
localizer is channeled and NAV Mode is selected, the System Fifty Five X
will automatically execute high sensitivity gain for the approach and NAV
and APR will be annnunciated.
a 45! intercept angle. As the aircraft approaches the localizer course,
the autopilot senses the closure rate and gradually shallows the intercept
angle. The point at which this turn begins is variable depending on the
always begin between 100% (full-scale) needle deflection and 20%
of full-scale.
2nd Ed: May 31, 2002
4-31
and sensitivity to needle positon and motion and can command the
aircraft at 90% of the standard rate turn. When the localizer course
i s intercepted and the needle is centered (indicating course capture),
displayed.
The high sensitivity level is maintained for about 15 seconds while the
wind correction angle is established. Turn rate maximum is then
reduced to 45% of standard rate.
will indicate NAV, APR, CAP, and
SOFT.
If the course selector is within 5! of center and needle deflection is less
when NAV is selected.
Set the heading bug to the outbound procedure turn heading and select
Heading Mode (HDG). At the appropriate time, in 90! increments, set
the heading bug to the inbound procedure turn heading. Once
established on the inbound procedure turn heading, follow the localizer
back-course intercept and tracking procedures for optional HSI (as
noted in para. 4.3.9.1).
4-32
2nd Ed: May 31, 2002
4.3.9.1
Back-Course Procedure Turn (HSI)
REVerse Mode is used to track the front course outbound or the back
course inbound to the airport.
The HSI Course Pointer MUST be set to the front course inbound
heading.
1. a. Tune the navigation receiver to LOC frequency.
b. Set course pointer to published inbound LOC front course
heading.
c. Press NAV Mode switch. The autopilot will capture and track back
course outbound.
2. a. Set heading bug to the published outbound procedure turn
heading.
b. Press the HDG Mode switch.
3. a. In 90! increments, set heading bug to the inbound procedure
turn heading.
b. Press REV Mode switch. Autopilot will intercept, capture, and track
back course inbound to the airport.
2nd Ed: May 31, 2002
4-33
4.3.10
Localizer Back-Course Intercept and Tracking (Optional HSI)
With the appropriate localizer frequency selected, set the course pointer
to the INBOUND Localizer FRONT Course and engage the REV Mode to
track the localizer back course inbound or front course outbound.
When a localizer is channeled and REV Mode is selected, the System
Fifty Five X will automatically execute high sensitivity gain for the
approach and automatically activate the APR Mode. APR and REV will
be annunciated.
a 45 ! intercept angle. As the aircraft approaches the localizer course,
the autopilot senses the closure rate and gradually shallows the
intercept angle. The point at which this turn begins is variable
depending on the aircraft position and closure rate to the course.
However, the turn will always begin between 100% (full-scale) needle
deflection and 20% of full-scale.
aircraft to 90% of the standard rate turn. When the localizer course
is intercepted and the needle is centered (indicating course capture),
If equipped with the optional remote
annunciator, the APR, REV, and CAP
modes will be annunciated.
The high sensitivity level is maintained for about 15 seconds while
wind correction angle is established. Turn rate maximum is then
reduced to 45% of standard rate.
will indicate APR, REV, CAP, and
SOFT.
4-34
2nd Ed: May 31, 2002
If the course pointer is within 5! of center and needle deflection is less
Since the heading bug is not used for the final approach segment, the
pilot may elect to move the heading bug to the published Missed
Approach Heading for reference and use in the Heading Mode, should
a Missed Approach be necessary.
The system also includes a course deviation monitor. If the aircraft
strays off LOC centerline by 50% needle deflection, the NAV annunciator
flashes a warning. It also flashes when the HSI NAV flag is displayed.
When this occurs, the FAIL annunciator will illuminate.
4.3.11
Pilot Selectable Intercept Angles (Optional HSI)
This is done by placing the heading bug on the desired heading to be
used for the course intercept while simultaneously pushing the HDG
and REV switches. HDG, APR, and REV is annunciated.
The selected heading is flown until the autopilot computes that an
on-course turn must be made to minimize overshoot at the point of
intercept. When the on-course turn begins, HDG Mode will extinguish.
from the station and aircraft speed. Therefore,
angles greater than 45! are not recommended.
2nd Ed: May 31, 2002
4-35
4.3.9.2
Back Course Straight-In Approach (Optional HSI)
b. Set Course Pointer to published inbound front course heading.
c. Press REV Mode switch.
d. Heading bug can be set to missed approach heading after course
capture.
NOTE: To establish a selected angle of intercept (dual
mode intercept), on the back course, set the course
pointer to the published inbound front course
heading, and the heading bug to the desired
heading to establish the selected angle intercept.
Press the HDG and REV Mode switches simultaneously. Upon capture
of the back course, the autopilot automatically cancels HDG Mode and
tracks the final approach course.
4-36
2nd Ed: May 31, 2002
4.4
System Failure and Caution Annunciations
The System Fifty Five X contains a number of automatic failure and caution
annunciations to advise the pilot of operational problems. They are the following:
ANNUNCIATION
CONDITION
ACTION
Flashing RDY for 5
seconds with
audible tone
Indicates autopilot
disconnect. All
annunciations except
RDY are cleared.
Flashing RDY with
audible tone then
extinguished
Turn Coordinator
Gyro Rotor Speed
low. Autopilot
disconnects and
cannot be re-engaged
Check Power to
Turn Coordinator.
Conduct other
system checks
as necessary.
Flashing NAV,
REV, or APR
Indicates off
navigation course
by 50% needle
deviation or more.
Use HDG Mode until
problem is identified.
Cross-check raw
NAV data, compass
HDG, radio operation.
FlashingNAV,
REV, or APR
Steady FAIL
Indicates invalid
Radio Navigational
Signal.
Check NAV Radio
for proper reception,
Use HDG Mode until
problem is corrected.
Flashing VS
Indicates excessive
Vertical Speed Error
over selected VS
(usually climb).
Reduce VS command
and / or adjust power
as appropriate.
Flashing GS
Indicates Off
glideslope centerline
by 50% needle
deviation or more.
Check altitude,
power. Add or reduce
power as appropriate.
Flashing GS,
steady FAIL
Indicates invalid
glide-slope radio
navigation signal.
Disconnect autopilot
and initiate go-around
or missed approach
as appropriate. Inform
Air Traffic Control.
Flashing VS and
number (with 01282
only)
Indicates incorrect VS
polarity for target
altitude.
Enter the appropriate
VS value
Flashing GS
plus ALT
Indicates Manual
glide-slope disable.
Re-enable by pushing
APR Mode Switch.
2nd Ed: May 31, 2002
N/A
4-37
NOTE: If any of the aforementioned failure annunciations occur
at low altitude or during an actual instrument approach
disengage the autopilot and execute a go-around or
missed approach as appropriate. Inform ATC of the
problem. Do not attempt to troubleshoot or otherwise
identify the nature of the failure until a safe altitude
and maneuvering area are reached or safe landing
is executed.
4.5
Autopilot Disconnect
The autopilot can be disconnected by any of the following actions:
1. Turn the Autopilot Master switch OFF.
2. Press the Autopilot Disconnect / Trim Interrupt switch on the aircraft's
control wheel.
3. Pull the aircraft's AUTOPILOT Circuit Breaker.
4. If the pitch axis of the autopilot is engaged, activate the Trim Command
switch on the aircraft control wheel FWD or AFT.
4.6
Yaw Damper (Optional)
(Configuration may vary with installation)
4.6.1
Yaw Damper Controls
The Yaw Damper Master switch is a three-position (center OFF) switch. In
theAUTO position, the Yaw Damper will engage any time an autopilot
Roll Mode (HDG, NAV, ect) is engaged. The Yaw Damper can also be
used by itself when the autopilot is disengaged by by moving the switch
to the YAW ON position. The Yaw Damper Trim Control is used to make
small corrections after the Yaw Damper is engaged to keep the slip / skid
ball centered.
4-38
2nd Ed: May 31, 2002
4.6.2 Yaw Damper Pre-flight Procedures
1. Place the Yaw Damper Master switch in the YAW AUTO position and
engage the autopilot HDG Mode. Note that the Yaw Damper engages
and causes increased pedal force.
2. Rotate the Yaw Damper Trim Control clockwise and note that the right
rudder pedal moves slowly forward. Rotate the Yaw Damper Trim
Control counter-clockwise and note that the left rudder pedal moves
forward. Re-center the trim control.
3. Press the Autopilot Disconnect Trim Interrupt switch on the control
wheel and note that both the Autopilot and Yaw Damper disconnect.
Assure freedom of controls.
4. Yaw Damper must be OFF for takeoff and landing.
4.6.3 Yaw Damper In-flight Procedures
1. Trim the aircraft for the phase of flight being conducted (climb, cruise,
descent) with the rudder trim.
2. Adjust the Yaw Damper Trim Control to center.
3. With the Yaw Damper Master switch in the AUTO position, engage the
Autopilot and note that Yaw Damper engages.
4. Make small Yaw Damper Trim adjustments as necessary to keep the
slip / skid ball centered.
5. For Yaw Damper use with the Autopilot disengaged, move the Yaw
Damper Master switch to ON.
6. DISCONNECT the Yaw Damper for landing.
NOTE: After making large power, configuration, or flight profile
changes, it is advisable to disconnect the Yaw Damper
to verify that the rudder is in trim then re-engage theYaw
Damper. The Yaw Damper will not trim the rudder
automatically.
2nd Ed: May 31, 2002
4-39
4.7
Single-Cue Flight Director Operation (Optional)
This system, which integrates both the roll axis and pitch axis, offers
synchronized display of the flight profile. It is automatically activated
when the autopilot is engaged. A Flight Director provides a visual
indication of how accurately the pilot or autopilot is tracking the
commands of the active mode of operation.
Activation is indicated by the
FD annunciator on the remote
annunciator.
A remote Parallax Adjustment is provided to
change the height of the horizontal display to
compensate for different seat heights and a
remote switch allows flight director operation
when the autopilot is not in use.
For proper flight technique, the system
presentation requires the pilot to roll and
pitch the aircraft toward the steering
command bars until the delta-shaped
reference is tucked into the steering
command bars, indicating that commands
have been satisfied. For example, if the
display is up and left, the pilot would be
required to establish a left turn, pitch-up
attitude.
As bank angle and vertical speed approach
the required amounts, bank angle and pitchup attitude are shallowed. When the delta
reference and the steering bars are matched
the commands have been met. Thereafter, it
is necessary to maneuver the aircraft to keep
the display elements matched in order to
accurately fly the programmed modes.
Accurate flight director operation requires alertness by the pilot and
monitoring of the movement of the display. Keeping it matched is quite
simple. However, control inputs must be timely for accurate flight director
following of the desired command.
4-40
2nd Ed: May 31, 2002
For manually controlled flight by the flight
director, place the FD/AP master switch in
the "FD" position. This disables the autopilot
servos, allowing the pilot to control the aircraft
to the flight director commands.
To engage the autopilot without interruption,
simply place the FD/AP master switch in the
"FD/AP" position.
2nd Ed: May 31, 2002
4-41
Page Intentionally Bank
4-42
2nd Ed: May 31, 2002
SECTION 5
SPECIFICATIONS
2nd Ed: May 31, 2002
5-1
5-2
2nd Ed: May 31, 2002
Appendix A:
Specifications
System Requirements
Programmer/Computer
Power required
Weight
Dimensions
TSO
14/28 VDC
3.0 lbs.
6.25 X 1.50 X 10.60 in.
C9c
NOTE: Unit will operate with either 14 or 28 VDC input; however
internal circuit board assemblies must be set up for a specific
voltage.
Turn Coordinator
Power required:
Flag voltage detector
operating limits:
Flag RPM detector
operating limits:
Current Requirements
Weight:
Dimensions:
14/28 VDC
9.0 VDC (approx.)
Nominal RPM less 20%
0.8 Amp (max)
1.8 lbs.
3.28 X 3.28 X 5.62 in.
Roll Servo
Power required:
Current requirements:
Weight:
Dimensions:
14/28 VDC
Included in system current requirements
2.9 lbs.
3.75 X 3.75 X 7.25 in.
Pitch Servo
Power required:
Weight:
Dimensions:
2nd Ed: May 31, 2002
14/28 VDC
Included in system current requirements
2.9 lbs.
3.75 X 3.75 X 7.25 in.
5-3
SPECIFICATIONS (Cont'd)
Altitude Pressure Transducer
Power required:
Pressure range:
Overpressure:
Weight:
10 VDC (supplied by autopilot)
0-15 PSI absolute
150% of operating maximum
0.2 lbs.
Remote Annunciator (OPTIONAL)
Power required:
Weight:
Dimensions:
0.2 Amp (max)
0.75 lbs.
1.60 X 3.42 X 3.80 in.
Trim Servo (OPTIONAL)
Power required:
Weight:
Dimensions:
14/28 VDC
0.5 Amp (avg.), 2.0 Amp (max)
2.9 lbs
3.75 X 3.75 X 7.25 in.
Yaw Damper (OPTIONAL)
Power required:
Weight:
Dimensions:
14/28 VDC
1.5 Amp (max continuous)
0.9 lbs
4.5 X 1.75 X 5.25 in.
System Current Requirements
(Approximate)
Average operating current:
Maximum current:
5-4
@14 VDC
1.0 Amp
5.0 Amp
@28 VDC
0.5 Amp
3.0 Amp
2nd Ed: May 31, 2002
SECTION 6
GLOSSARY
2nd Ed: May 31, 2002
6-1
6-2
2nd Ed: May 31, 2002
GLOSSARY
Term
AFMS
ALT
APR
ATC
CAP
CDI
CON'T
CWS
DG
DSBL
FAA
FD
FPM
GPS
GPSS
GS
HDG
HSI
IFR
LOC
N/A
NAV
POH
POHS
PSI
RDY
REV
RPM
SFM
TSO
VDC
VMC
VOR
VS
2nd Ed: May 31, 2002
Meaning
Airplane Flight Manual Supplement
Altitude
Approach
Air Traffic Control
Capture
Course Deviation Indicator
Continued
Control Wheel Steering
Directional Gyro
Disable
Federal Aviaton Adminstration
Flight Director
Feet Per Minute
Global Positioning System
Global Positioning System Steering
Glideslope
Heading
Horizontal Situation Indicator
Instument Flight Rules
Localizer
Not Applicable
Navigation
Pilot Operating Handbook
Pilot Operating Handbook Supplement
Pounds Per Square Inch
Ready
Reverse
Revolutions Per Minute
Supplemental Flight Manual
Technical Standard Order
Volts Direct Current
Visual Meteorological Conditions
Very High Frequency Omnidirectional Radio
Range
Vertical Speed
6-3
6-4
2nd Ed: May 31, 2002
S-TEC Corporation
A Meggitt Aerospace Systems Company
One S-TEC Way · Municipal Airport
Mineral Wells, Texas 76067-9236 USA
Telephone: 940/325-9406; FAX: 940/325-3904
1-800-USA-STEC
www.s-tec.com
Information in this document is subject to change without notice. ©2002
S-TEC Corporation. All rights reserved. Printed in the United States of America.
S-TEC and the S-TEC logo are registered trademarks of S-TEC Corporation.
P/N: 87109
Date: May 31, 2002
Printed in USA

System Fifty Five X Autopilot Pilot`s Operating Handbook

Transcription

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